Internal combustion jet engine

ABSTRACT

An internal combustion jet engine wherein the driving force is obtained form the escaping burnt gases which expand due to combustion effected at at least two diametrically opposite nozzles to produce a tangential peripheral thrust as in a hydraulic impeller.

United States Patent "[191 Sorrenti I INTERNAL COMBUSTION JET ENGINE Inventor: Angelo Sorrenti, Corso Moncalieri 466/6, Turin, Italy Filed: July 26, 1971 Appl. N0.: 164,804

Related US. Application Data Continuation-impart of Ser. No. 844,058, July 23, 1969, abandoned.

Foreign Application Priority Data May 13, 1969 Italy ..s1s24 A/69 US. Cl. ..60/269, 60/39.35, 418/188 Int. Cl ..F02k 11/00 Field of Search ..60/262, 269, 39.35, 39.34;

" 1 Jan. 23, 1973 [56] References Cited UNITED STATES PATENTS 2,590,063 3/1952 Bailey ..60/39.35

3,085,399 4/l963 Kitchens ..60/39.35

3,l82,900 5/1965 Thorson ..4l8/l88 3,325,993 6/1967 Gulyas ..60/39.35

FOREIGN PATENTS OR APPLICATIONS l,l44,045 4/1957 France ..60/39.35

Primary Examiner-Douglas Hart Attorney-Oberlin, Maky, Donnelly & Renner [57] ABSTRACT An internal combustion jet engine wherein the driving force is obtained form the escaping burnt gases which expand due to combustion effected at at least two diametrically opposite nozzles to produce a tangential peripheral thrust as in a hydraulic impeller.

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QQ v9 NQ INVENTOR ANGELO SORRENTI aww w ATTORNEYS PAIENIEM SHEET 3 m 4 3.712060 INVENTOR ANGELO SORRENT/ TTORNEYS PATENIEDJAMBISB SHEET U [1F 4 7 l 2 06 O INVENTOR ANGELO SORRENTI INTERNAL COMBUSTION JET ENGINE CROSS-REFERENCE TO RELATED APPLICATION I This application is a continuation-impart of copending application, Ser. No. 844,058, filed July 23, I969, and now abandoned.

This invention relates to an internal combustion rotary jet engine which receives the power required to produce the rotary movement from the escaping gases expanded due to combustion which takes place within at least two diametrically opposite nozzles to produce a tangential peripheral thrust as in a hydraulic impeller. v

The engine according to the invention comprises a compressor formed of two coplanar rotors, a main rotor and a secondary rotor, both sealingly enclosed in a chamber in the form of an eight and adapted to rotate in synchronism with their shafts downwardly connected by gears to cause the admission of the fuel which is compressed in a central hollow space in the main rotor and from there passes to combustion nozzles rigidly mounted on the main rotor in a tangential position.

In accordance with one form of the invention, the compressed fuel and air mixture is combusted without supplemental ignition means in the form of a spark plug or the like. In an alternative form of the invention, a spark plug is associated within each of said nozzles for igniting the fuel and air mixture delivered under pressure thereto.

A cap sealingly encloses the combustion nozzles and combustion chamber, with the latter communicating with an exhaust conduit arranged upwardly thereof and further communicating with at least one conduit for the admission of compressed air for cooling the combustion nozzles and chamber, with such cooling air being supplied by a centrifugal pump splined downwardly to the shaft of the main rotor from which the useful mechanical power is taken.

More specifically, in accordance with one embodiment of the invention, the engine comprises a hollow cylindrical element carrying radially at least two diametrically opposite arms each provided with a hole extending longitudinally therein to connect two nozzles provided at the ends of the arms. Each nozzle contains a calibrated ball valve which permits the feeding of the fuel and air mixture only at a predetermined pressure to the nozzle from the inner space of the cylindrical element. The latter is rigidly and sealingly mounted on the main rotor of a compressor carrying radially at least four blades arranged generally in the shape of a cross and defining four sectors of circular section of a determined height forming four sealing chambers, the crossshaped rotor being arranged in a cylindrical chamber along the walls of which brush the blades during their rotary movement. The cylindrical chamber communicates with another similar chamber arranged adjacent thereto having a slightly larger diameter and accommodating a second rotor rotating therein and forming together with the main rotor the compressor. The secondary rotor has at least three radial blades of generally circular configuration which, during the synchronous rotation in which the secondary rotor is driven by a set of gears located downwardly thereof and connecting the two shafts (of the primary and secondary rotor, respectively), engage in corresponding recesses in the cross-shaped rotor so as to produce the gradual compression of the fuel and air mixture in the sealing chambers. The resulting compressed mixture is admitted to the hollow cylindrical element in the main rotor from which the fuel and air mixture flows to the combustion nozzles through openings controlled by calibrated valves mounted in the cross-shaped or primary rotor adjacent the circular recesses.

The compressor unit comprising the two rotors is accommodated in a chamber generally in the form of a figure eight at the ends of which the fuel and air admission tubes are connected. This chamber is hermetically sealed by a flat cover carrying adjacent the rotor a projecting cap which is likewise sealingly mounted and receives therewithin the rotary combustion nozzles. The flat cover is upwardly provided with a wide conduit for discharging the burnt gases which result from combustion within the combustion nozzles and laterally with at least one narrower conduit for the admission of compressed air required for cooling the combustion chamber and combustion nozzles. The compressed cooling air is supplied by a centrifugal pump secured directly to the shaft of the cross-shaped rotor. Ignition of the fuel and air mixture is effected in one form of the invention without supplemental ignition means, e.g. spark plugs, with the ignition resulting from the high degree of compression of the air and fuel mixture in the combustion nozzles 16. The ignition is thus similar to ignition in diesel engines having fuel injection systems. In an alternative form of the invention, a spark plug is associated within each of the rotary combustion nozzles for igniting the fuel and air mixture delivered under pressure thereto.

To obtain a perfect sealing between the two rotors, circular segments are pivotally mounted on the three projecting blades of circular section of the secondary rotor. These circular segments are adapted to expand centrifugally or by the action of springs urging them outwardly.

In accordance with one aspect of the invention, the sealing is effected by a circular segment mounted adjacent the point of connection between the two rotors on the inside of the vertical wall-0f the cylindrical chamber of larger diameter so as to form a portion of the lateral inner surface of this chamber, one end of this circular segment being pivotally mounted on said vertical wall while its central portion is pivotally connected to a control rod engaging with its other end under the action of a spring a cam mounted on the secondary rotor so that said rod will follow the movement of the secondary rotor each time one of its blade elements penetrates into the corresponding recess in the cross-shaped rotor to thereby compress the fuel mixture.

Reference is now made to the accompanying drawings in which:

FIG. 1 is a schematic perspective exploded view of an internal combustion jet engine according to-the invention, with some parts shown broken away;

FIG. 2 shows a modification of the sealing system between the two rotors of the compressor of the engine;

FIG. 3 is a transverse section showing the combustion nozzle on a larger scale to illustrate the operation of the ball valve contined therein;

FIG. 4 is a vertical cross-sectional view through the preferred construction of the invention;

FIG. is a top plan view showing more clearly nozzle assemblies;

FIG. 6 is a sectional line taken on line 6-6 of FIG. 4; and

FIG. 7 is a sectional line taken on line 7-7 of FIG. 4.

The electric circuit of the engine is not shown in the drawing for greater clearness thereof.

Referring to the form of the invention shown partially diagrammatically in FIGS. 1-3, a cross-shaped main rotor 1 has four radial blades and radial openings 2 in which calibrated ball valves 3 are mounted. The fuel and air mixture enters the interior of the rotor 1 through the openings 2. The fuel and air mixture is fed by conduits 4 and 5 into sectors 6 and 7 and during operation of the engine is compressed by the penetration of blades 8 of a trefoil secondary rotor 9 into one of the chambers of the main rotor 1. To ensure synchronous rotation between the main rotor 1 and the secondary rotor 9 their associated shafts A and B are connected by a series of gears 10 which also serve to obtain the desired ratio between their angular speeds.

The two rotors 1 and 9 are mounted in a chamber 11 in the form of an eight and hermetically sealed by a cover 12 (shown in dash-and-dot lines). A cylindrical element 14 is securedby means of stud bolts 13 to the rotor 1 and carries two hollow radial arms 15 mounting at their ends combustion nozzles 16 in which the fuel is ignited to produce the reaction force providing the rotary motion. The combustion nozzles 16 in the radial arms are enclosed by a cap 17 delimiting the combustion chamber on one side and centrally provided with an exhaust conduit 18 and laterally with compressed air admission tubes 19, said compressed air being employed to cool combustion nozzles 17 and the combustion chamber. The compressed air is supplied by a centrifugal pump 20 having blades 21 mounted directly on the shaft of the main rotor 1.

Circular segments 22 are mounted on the secondary rotor 9 to ensure sealing during the compression stroke. For this purpose the circular segments 22 are adapted to expand centrifugally or by the action of spring means (not shown) mounted on the secondary rotor 9. This function also becomes clear from FIG. 2 wherein a circular segment 23 is mounted by means of a pivot 24 in a chamber 11 in the form of an eight and by means of a pivot 25 on a rod 26 mounted for sliding movement in a guide piece 27 secured to a cover (not shown) for the chamber 11'. Under the action of a spring 28 the rod 26 bears against a cam 29 splined to the shaft B of the secondary rotor 9.

The construction of the combustion nozzle 16 in the FIGS. 1-3 form of the-invention is more clearly shown in FIG. 3. Each combustion nozzle 16 is provided with a ball valve 30 which permits the fuel and air mixture to escape from a central conduit 31 only at a predetermined pressure of a spring 32 bearing against the head of the nozzle 16.

Referring now to FIGS. 4-7, there is illustrated therein the preferred construction of the alternative form of the invention wherein positive ignition means in the form of spark plugs or the like are provided to ignite the fuel and air mixture delivered in compressed form to the reaction nozzles. To avoid confusion with the previously described form of the invention illustrated in FIGS. l-3, a different'set of reference nuthe merals will be employed, although the correspondence between similar elements in the respective embodiments will be obvious where comparisons are made of the respective embodiments. Although not illustrated in FIGS. 4-7 for sake of clarity, it will be understood that rotor shafts are connected by a series of gears as shown in the FIGS. l-3 form, and that a centrifugal pump is likewise driven from the main rotor shafts.

Referring to FIGS. 4 and 7, the main and secondary rotors are indicated generally at and 102, respectively, and are housed in a generally figure eight shaped housing 104, as described above. The main rotor 100 comprises four identically constructed rotor segments commonly designated at 106 (FIG. 7), with the secondary rotor 102 similarly being preferably of trefoil configuration, with only one of the rotor blades 108 being visable in FIG. 7. The rotor 102 mounts a downwardly depending rotor shaft 103 in the same manner as above described. In the same manner as described above, a mixture of fuel and air is delivered to the housing 104 through inlet into sector 112 which in the form shown is defined by adjacent rotor segments 106 and housing 104. The fuel and air mixture is carried in the confined area between adjacent segments of the rotor 100 until such segments are rotated to receive an associated segment 108 of the secondary rotor 102, with the fuel and air mixture being compressed thereby as above described.

The main rotor 100 is formed centrally with a bottom shaft portion and anupper shaft portion 122 which extend axially from the plane of the body of the rotor. The bottom shaft portion 120 is mounted within bearing 124 positioned in an opening therefor in the housing 104, with a threaded cap 126 being provided to retain the bearing 124. In a similar manner, the upper shaft portion 122 rotates in bearing 128 which is retained by bearing cap 130 threaded on collar 132 of the upper plate 134.

The upper shaft portion 122 of the main rotor 100 is circumscribed by an accumulator sleeve 140. The sleeve is provided with a plurality of circumferentially spaced axially extending bores 142 and upper transverse bores 144 for delivery of the fuel and air mixture to the reaction nozzles as will be presently described. The accumulator 140 receives a plurality of connector plugs 146 which are press fit in openings provided therefor in the accumulator, with the opposite ends of said plugs being received in threaded openings provided therefor in the top face of the main rotor. Each plug is formed with an axially bore 148 which is aligned with an associated bore 142 for passing the fuel and air mixture.

Communicating with the bores 148 formed in the connector plugs 146 are axial openings 150 extending downwardly from the top face of the main body portion of the main rotor into communication with chamber 152 which receives the compressed fuel and air mixture from the sector 154 during the interaction of the main and secondary rotors, which results in the compression of the fuel and air mixture, as above described.

A ball valve 156 is situated in each of the chambers 142, and is normally biased by compression spring 158 to a closed position against a valve seat formed on the cap 160, which cap is received in a threaded opening provide therefor in the main body portion of he rotor.

Such seated position is shown at the right in FIG. 4, thereby preventing entry of the fuel through the central opening 162 formed in the cap 160. The ball valve 156 is shown at the left in FIG. 4 in a valve open position, against the bias of pring 158, with the pressure of the fuel and air mixture produced in the sector 154 causing the compressed mixture passing through the cap opening 162 to move the ball valve 156 away from its seated position to permit the fuel and air mixture to enter the chamber 152 and thence to the aligned passages 150, 148, 142 and 144 for passage to the reaction nozzles.

A nozzle housing generally indicated at 170 is mounted by means of a central sleeve 172 around the accumulator sleeve 140, with a cap nut 174 being threaded on the upper end of the shaft portion 122 to secure the nozzle housing in place. The nozzle housing includes radially extending nozzle arms 176 and 178 in which are formed axially extending openings 180 which communicate with the transverse fuel passages 144 formed in the accumulator sleeve 140.

The end of each nozzle arm is formed with a threaded bore for receiving a nozzle cap 182 which is generally cup-shaped for receiving a ball valve 184, with the latter being biased away from the cap by means of a compression spring 186. Such arrangement is similar to that previously described in connection with the fuel regulation through the main rotor. The ball valve 184 at predetermined levels of pressure or below is adapted to close on the valve seat 188 formed in the nozzle arm thereby preventing the passage of fuel mixture outwardly of the nozzle arm.

When the fuel and air mixture is at a predetermined pressure level, the ball valve 184 is unseated, against the bias of spring 186, thereby permitting the fuel and air mixture to pass into the chamber 190 which communicates with the nozzle as will be presently described.

Referring to FIG. 5, each nozzle arm 176 and 178 is provided adjacent its outer end with an internally threaded collar 200 which is adapted to threadedly receive a nozzle member 202. The latter is formed at its threaded end with an axial passage 204 which commu nicates with a combustion chamber 206 formed interiorly of the nozzle. A spark plug 208 is mounted in the wall of the nozzle, communicating with the combustion chamber 206 in the manner shown. The spark plug wire 210 extends through an opening provided therefor in the nozzle arms and then down a central opening 212 formed in the main rotor, as shown in FIG. 4. The several spark plug wires 210 can be connected in a manner well known in the art to a suitable electrical distribution means for periodically energizing the plugs for effecting combustion of the fuel and air mixture in the combustion chambers 206 of the reaction nozzles.

Referring to FIG. 6, it will be noted that the transverse passages 144 formed in the accumulator sleeve 140 communicate with an annular passage 220 formed in the sleeve thereby providing continuous fuel and air delivery to the axial openings 180 formed in each of the nozzle arms 176 and 178.

Referring to FIG. 4, a cover 230 covers and seals the nozzle arm assemblies, with a central vent passage 232 being formed to vent the exhaust gases. The cover 230 is formed with lateral openings 234 and 236 for admitting cooling air to the chamber enclosed by the cover 230 for cooling the reaction nozzles.

Illustrated in FIGS. 4-7, but not described, are several O-ring seals for sealing where desired the interface between relatively movable elements.

The operation of the engine should be apparent from the above description and can be summarized as follows:

The cross-shaped primary rotor and the secondary rotor rotate in synchronism. By this synchronized rotation the fuel and air mixture is compressed and produces the opening of the respective ball valve by entering into the central portion of the cross-shaped rotor which is hollow and communicates with the chamber of the cylindrical element sealingly mounted thereon. The fuel and air mixture passes through the radial arms of the cylindrical element and reaches the rotary combustion nozzles, wherein, due to the degree of compression of the fuel and air mixture, it is ignited. In the alternative embodiment of the invention, the fuel and air mixture is ignited by spark plug means provided within the combustion nozzles. The spark plug means are energized by electrically timed conductors extending through the central shaft which mounts the main rotor.

The expansion of the ignited fuel and air mixture produces the tangential thrust necessary to provide the rotary movement of the nozzles and to thereby derive from the engine the mechanical force created by such ignition. The mechanical force can be taken from the engine through the gear train 10, and, in the preferred form, functions to drive the centrifugal pump 20 for providing cooling air to the combustion nozzles and surrounding chamber, as described. A second pump can if desired be employed for supplying air for mixing with the incoming fuel to provide the fuel and air mixture delivered to the engine.

I claim: I

1. An internal combustion jet engine comprising a combustion chamber, rotatable combustion nozzles in the combustion chamber, a fuel compressor including a pair of rotors having interengaging blades and accommodated in a common chamber communicating with the combustion chamber, gear means for changing the transmission ratio between said rotors, a centrifugal air pump, a common shaft on which is mounted said air pump, at least one gear wheel of said gear means, one of said rotors, and said rotatable combustion nozzles,

1 first conduit means for supplying fuel and air mixture to each of said rotors and from one of said rotors to said rotatable combustion nozzles, and second conduit means for air supply from said centrifugal air pump to said combustion chamber for cooling said nozzles.

2. The internal combustion jet engine of claim 1, wherein the rotors of the compressor comprise coplanar main and secondary rotors sealingly enclosed in said common chamber, said common chamber being in the form of a figure eight, said rotors being adapted to rotate in synchronism and having shafts connected to said gear means to feed the fuel and air mixture under pressure to said rotatable combustion nozzles, said nozzles being rigidly mounted to said main rotor in a tangential position and being arranged for rotary movement in the space above the main rotor, said combustion chamber being formed by a cap sealingly enclosing the rotatable combustion nozzles and communicating with an exhaust conduit arranged upwardly thereof and further communicating with at least one lateral conduit for the admission of compressed air supplied by said centrifugal air pump for cooling said nozzles, said centrifugal air pump being splined downwardly to the shaft of the main rotor supplying the useful mechanical power.

2. The internal combustion jet engine of claim 2, wherein the main rotor of the compressor has at least three radial blades delimiting between each two of them a chamber normally filled with fuel and air mixture, said chambers in rotation receiving gradually and successively at least two blades of said secondary rotor complementary to said chambers to gradually compress said fuel and air mixture, said compressed fuel mixture flowing through a calibrated valve arranged at the lateral surface of each of said chambers and from there to the combustion nozzles.

4. The internal combustion jet engine of claim 3, wherein each of said nozzles is carried by a nozzle arm rotatably carried by said main rotor shaft, each of said arms being formed with an axial passage for delivering the fuel mixture to said nozzles, and an accumulator sleeve mounted around the upper portion of said main rotor shaft, said accumulator sleeve being formed with axial openings communicating said chambers with said passages formed in said nozzle arms.

5. The internal combustion jet engine of claim 2, wherein the secondary rotor of the compressor carries at the ends of its blades circular sectors for sealing the associated blade against the surrounding inner peripheral wall of the chamber accommodating the secondary rotor.

6. The internal combustion jet engine of claim 5, wherein said circular sectors are adapted to expand under the action of the centrifugal force.

7. The internal combustion jet engine of claim 5, wherein said circular sectors are subjected to the action of springs interposed between the associated blade and sector to force the latter outwardly.

8. The internal combustion jet engine of claim 2, further including a sealing segment pivotally mounted adjacent the point of contact between the two rotors in the last portion of the vertical wall of the sealing chamber enclosing the two rotors, said segment engaging the blades of said secondary rotor and forming an extension thereto, said segment being arranged to rotate about its fulcrum so as to follow the path of the blades of the secondary rotor to ensure scaling in the compression stroke and being controlled by a rod pivotally mounted thereon for sliding movement in a guide piece secured to the upper cover of the compressor chamber, and spring means surrounding said rod and urging the same against a cam splined directly to the shaft of the secondary rotor.

9. The internal combustion jet engine of claim 2, wherein said combustion nozzles are two in number and are arranged diametrically opposite tangentially of the main rotor, each nozzle being provided with a calibrated valve to permit the passage of the fuel only when a predetermined fuel pressure has been reached. 

1. An internal combustion jet engine comprising a combustion chamber, rotatable combustion nozzles in the combustion chamber, a fuel compressor including a pair of rotors having interengaging blades and accommodated in a common chamber communicating with the combustion chamber, gear means for changing the transmission ratio between said rotors, a centrifugal air pump, a common shaft on which is mounted said air pump, at least one gear wheel of said gear means, one of said rotors, and said rotatable combustion nozzles, first conduit means for supplying fuel and air mixture to each of said rotors and from one of said rotors to said rotatable combustion Nozzles, and second conduit means for air supply from said centrifugal air pump to said combustion chamber for cooling said nozzles.
 2. The internal combustion jet engine of claim 1, wherein the rotors of the compressor comprise coplanar main and secondary rotors sealingly enclosed in said common chamber, said common chamber being in the form of a figure eight, said rotors being adapted to rotate in synchronism and having shafts connected to said gear means to feed the fuel and air mixture under pressure to said rotatable combustion nozzles, said nozzles being rigidly mounted to said main rotor in a tangential position and being arranged for rotary movement in the space above the main rotor, said combustion chamber being formed by a cap sealingly enclosing the rotatable combustion nozzles and communicating with an exhaust conduit arranged upwardly thereof and further communicating with at least one lateral conduit for the admission of compressed air supplied by said centrifugal air pump for cooling said nozzles, said centrifugal air pump being splined downwardly to the shaft of the main rotor supplying the useful mechanical power.
 3. The internal combustion jet engine of claim 2, wherein the main rotor of the compressor has at least three radial blades delimiting between each two of them a chamber normally filled with fuel and air mixture, said chambers in rotation receiving gradually and successively at least two blades of said secondary rotor complementary to said chambers to gradually compress said fuel and air mixture, said compressed fuel mixture flowing through a calibrated valve arranged at the lateral surface of each of said chambers and from there to the combustion nozzles.
 4. The internal combustion jet engine of claim 3, wherein each of said nozzles is carried by a nozzle arm rotatably carried by said main rotor shaft, each of said arms being formed with an axial passage for delivering the fuel mixture to said nozzles, and an accumulator sleeve mounted around the upper portion of said main rotor shaft, said accumulator sleeve being formed with axial openings communicating said chambers with said passages formed in said nozzle arms.
 5. The internal combustion jet engine of claim 2, wherein the secondary rotor of the compressor carries at the ends of its blades circular sectors for sealing the associated blade against the surrounding inner peripheral wall of the chamber accommodating the secondary rotor.
 6. The internal combustion jet engine of claim 5, wherein said circular sectors are adapted to expand under the action of the centrifugal force.
 7. The internal combustion jet engine of claim 5, wherein said circular sectors are subjected to the action of springs interposed between the associated blade and sector to force the latter outwardly.
 8. The internal combustion jet engine of claim 2, further including a sealing segment pivotally mounted adjacent the point of contact between the two rotors in the last portion of the vertical wall of the sealing chamber enclosing the two rotors, said segment engaging the blades of said secondary rotor and forming an extension thereto, said segment being arranged to rotate about its fulcrum so as to follow the path of the blades of the secondary rotor to ensure sealing in the compression stroke and being controlled by a rod pivotally mounted thereon for sliding movement in a guide piece secured to the upper cover of the compressor chamber, and spring means surrounding said rod and urging the same against a cam splined directly to the shaft of the secondary rotor.
 9. The internal combustion jet engine of claim 2, wherein said combustion nozzles are two in number and are arranged diametrically opposite tangentially of the main rotor, each nozzle being provided with a calibrated valve to permit the passage of the fuel only when a predetermined fuel pressure has been reached. 